Bearing assembly for wheel based sensor

ABSTRACT

A wheel and sensor assembly includes a U-shaped bracket assembly mounting to and moving with a wheel assembly. One or more sensor device(s) such as camber angle and slip angle sensors mount to the bracket assembly for operatively measuring one or more wheel assembly parameter(s) during vehicle use. The bracket assembly mounts to the wheel assembly and turns therewith. The bracket assembly positions the sensor device(s) in operative optimal proximity to the road surface during vehicle use under actual operating conditions.

FIELD OF THE INVENTION

The invention relates generally to sensors for measuring tireoperational parameters and generating tire-specific measurements dataduring vehicle use at high speed and, more specifically, to bearingassemblies for such wheel based sensors.

BACKGROUND OF THE INVENTION

In the operation of passenger cars and racecars, it is desirable tomeasure and test tires, wherever practical, in real time and underactual road conditions. For passenger cars, the venues of interest maybe carefully selected road conditions while, for racecars, it is theoperating conditions on a particular racetrack. The purpose forobserving, testing, and measuring tire operating parameters in real timeand under actual road conditions is to provide real world feedback ontire performance and to allow for the creation of more accurate tiredurability test procedures and methods.

The specific tire parameters to be measured and evaluated may includetire slip and camber angles or tire deflection. Heretofore, the abilityof the industry to test, measure, and evaluate tires for such tireparameters while the tire is at high speeds has not been available.Consequently, the tire testing procedures and methods utilized withinthe industry have been created without benefit of real time measurementof such tires under actual operating conditions.

SUMMARY OF THE INVENTION

An aspect of the invention embodies a wheel-based sensor assembly. Theassembly includes a rotational wheel assembly, the wheel assemblyincluding a wheel rim and a tire mounted thereto. One or more sensordevice(s) are provided for operatively measuring one or more wheelassembly parameter(s) while the wheel assembly rotates during vehicleuse. A bracket assembly mounts to the vehicle and operatively positionsthe sensor device(s).

In another aspect, the bracket assembly includes a first bracket armsegment extending at least partially along an outer sidewall of the tirein a radial direction and a sensor device adjustably repositionablealong the arm segment. The bracket assembly may further include a secondbracket segment extending at least partially along a tread region of thetire in an axial direction, preferably to a side of the tire opposite anormatively forward vehicular direction of travel. A secondary sensordevice may be mounted to the second bracket arm segment adjacent thetread region of the tire.

In another aspect, the first and second bracket arm segments arerelatively disposed at a ninety degree angle and include a channel alonga tire-facing bracket side to operatively receive and route electricalwiring along the bracket assembly. The bracket assembly may beconstructed in a U-shaped configuration connecting the second bracketmember segment to an inner side of the wheel assembly by a third bracketarm segment. The sensor units may include a slip angle sensor mounted tothe first bracket arm segment and a camber angle sensor mounted to thesecond bracket arm segment.

According to a further aspect, a remote end of the first bracket armsegment operatively connects to a bearing assembly; the bearing assemblyincluding: a wheel plate; a stator housing affixed to an outward surfaceof the wheel plate; a stator shaft extending outward from the statorhousing and connecting at an outward end to the first bracket arm; andmultiple elongate extension members coupled to an inward side of thewheel plate and connecting at an inward end to a vehicle. The extensionmembers are configured to have a length operative to position the statorshaft outward end in an optimal, substantially coplanar relationship,with the first bracket arm.

DEFINITIONS

“Aspect ratio” of the tire means the ratio of its section height (SH) toits section width (SW) multiplied by 100 percent for expression as apercentage.

“Asymmetric tread” means a tread that has a tread pattern notsymmetrical about the center plane or equatorial plane EP of the tire.

“Axial” and “axially” means lines or directions that are parallel to theaxis of rotation of the tire.

“Camber angle” means the angular tilt of the front wheels of a vehicle.Outwards at the top from perpendicular is positive camber; inwards atthe top is negative camber.

“Circumferential” means lines or directions extending along theperimeter of the surface of the annular tread perpendicular to the axialdirection.

“Equatorial Centerplane (CP)” means the plane perpendicular to thetire's axis of rotation and passing through the center of the tread.

“Footprint” means the contact patch or area of contact of the tire treadwith a flat surface at zero speed and under normal load and pressure.

“Groove” means an elongated void area in a tread that may extendcircumferentially or laterally about the tread in a straight, curved, orzigzag manner. Circumferentially and laterally extending groovessometimes have common portions. The “groove width” is equal to treadsurface area occupied by a groove or groove portion, the width of whichis in question, divided by the length of such groove or groove portion;thus, the groove width is its average width over its length. Grooves maybe of varying depths in a tire. The depth of a groove may vary aroundthe circumference of the tread, or the depth of one groove may beconstant but vary from the depth of another groove in the tire. If suchnarrow or wide grooves are substantially reduced depth as compared towide circumferential grooves which the interconnect, they are regardedas forming “tie bars” tending to maintain a rib-like character in treadregion involved.

“Inboard side” means the side of the tire nearest the vehicle when thetire is mounted on a wheel and the wheel is mounted on the vehicle.

“Lateral” means an axial direction.

“Lateral edges” means a line tangent to the axially outermost treadcontact patch or footprint as measured under normal load and tireinflation, the lines being parallel to the equatorial centerplane.

“Net contact area” means the total area of ground contacting treadelements between the lateral edges around the entire circumference ofthe tread divided by the gross area of the entire tread between thelateral edges.

“Non-directional tread” means a tread that has no preferred direction offorward travel and is not required to be positioned on a vehicle in aspecific wheel position or positions to ensure that the tread pattern isaligned with the preferred direction of travel. Conversely, adirectional tread pattern has a preferred direction of travel requiringspecific wheel positioning.

“Outboard side” means the side of the tire farthest away from thevehicle when the tire is mounted on a wheel and the wheel is mounted onthe vehicle.

“Radial” and “radially” means directions radially toward or away fromthe axis of rotation of the tire.

“Rib” means a circumferentially extending strip of rubber on the treadwhich is defined by at least one circumferential groove and either asecond such groove or a lateral edge, the strip being laterallyundivided by full-depth grooves.

“Sipe” means small slots molded into the tread elements of the tire thatsubdivide the tread surface and improve traction, sipes are generallynarrow in width and close in the tires footprint as opposed to groovesthat remain open in the tire's footprint.

“Slip angle” means the angle of deviation between the plane of rotationand the direction of travel of a tire.

“Tread element” or “traction element” means a rib or a block elementdefined by having a shape adjacent grooves.

“Tread Arc Width” means the arc length of the tread as measured betweenthe lateral edges of the tread.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be described by way of example and with reference tothe accompanying drawings in which:

FIG. 1 is a front perspective view of a wheel and sensor assemblyconfigured using a mounted rotating load cell.

FIG. 2 is a side elevation view thereof.

FIG. 3 is a front elevation view thereof; and

FIG. 4 is an exploded perspective view of the bracket assembly.

FIG. 5 is a front perspective view of a wheel and sensor assemblyconfigured using a bearing assembly in place of the load cell of FIG. 1.

FIG. 6 is an enlarged front perspective view of the bearing assembly.

FIG. 7 is a front exploded perspective view of the bearing assembly.

FIG. 8 is a rear perspective view of the bearing assembly.

FIG. 9 is a rear exploded perspective view of the bearing assembly.

FIG. 10 is a longitudinal section view through the bearing assemblytaken along the line 10-10 of FIG. 6.

DETAILED DESCRIPTION OF THE INVENTION

Referring to FIGS. 1-4, the subject wheel and sensor assembly 10 isshown to include a wheel assembly 12 in which a tire 16 is mounted to arim 14 in conventional fashion. The assembly 10 is a component of avehicle (not shown) such as a passenger car or truck. However, as willbe explained, the invention has particular utility in conjunction withmeasuring tire set-up and performance on a race car. The tire 16 mountedto rim 14 is, accordingly, intended to be of a general depiction withoutregard to vehicle type or use. The tire 16 is of conventionalconstruction having a sidewall 18 extending to a tread region 20.

The assembly 10 further includes a bracket assembly 22 mounted as shownto the wheel assembly 12. The bracket assembly 22 generally is ofU-shape defined by a first bracket arm segment 24, a second bracket armsegment 26 forming the bight of the assembly 22, and a third bracket armsegment 26. Each of the segments 24, 28 has a connector coupling at aremote end, the coupling of segment 24 being in the form of a sizedC-clamp 30. The segments forming bracket assembly 22 are formed fromsuitably sturdy material such as steel. The first segment 24 has anelongate narrow body 32 through which a longitudinal, medially located,slot 33 extends. Extending into an upper edge of the body 32 is achannel 34. The channel 34 extends the length of the body 32 and issized to admit electrical wiring (not shown) used for power transmissionto sensor units mounted to the bracket assembly 22 as well as datatransmission from the sensor units as will be explained.

The end segment 36 of the first segment 24 opposite the C-clamp 20 endangles inwardly to a remote flange 38 through which an assembly aperture40 extends. The second segment 26 of the bracket assembly 22 attaches tothe flange 38. The second segment 26 is of elongate construction,generally L-shaped in transverse sectional configuration. The bracketsegment 26 is formed by a horizontal elongate side 42 intersecting at aright angle along a longitudinal edge with a vertical side 44. The sides42, 44 extend between opposite triangular end flanges 46 through whichassembly apertures 48 pass. Suitable assembly hardware is provided toaffix the segment 26 to the first and third segments 24, 28 such ascoupling screws and nuts 49A, B respectively. Spaced apart apertures 50extend through the side 44 and serve as mounting locations for sensordevice(s) attaching to the side 44 as will be explained. Assemblyhardware such as pins 51 are provided for the attachment of sensor unitsto the side 44.

A mounting plate 52 is included within the bracket assembly 22 andattaches to the body 32 of the arm segment 24. The plate 52 includes avertical coupling tongue projection 53 having spaced apart elongatemounting slots 54 extending therethrough. A rectangular plate body 56has appropriately located mounting through apertures 58 sized forattachment hardware such as pins 60. A sensor device 62 mounts to theplate body 56 by means of extension of the pins 60 through the apertures58. The sensor device 62 is preferably but not necessarily of the typeused to measure slip angle of a tire, such as the Commercial UnitProduct No. SFII P, sold by Corrsys-Datron Co. located at 39205 CountryClub Dr., No. C20, Farmington Hills, Mich. The slip angle sensor device62 mounts to the mounting plate 52. The plate 52 attaches by set screws55 extending through plate slots 54 and through the slot 33 along thearm body 32. So attached, the plate 52 and slip angle sensor device 62affixed thereto depend from the arm body 32 and are repositionable alongthe arm slot 33 into an optimal location relative to the ground surfacefor tire slip angle measurement.

A camber angle sensor device is assembled to include a pair of spacedapart laser units 66, 68 that attach through the spaced apart apertures50 in the second arm segment 26. The sensor device 66, 68 measurescamber angle of the tire 16 and are of a commercially available typesuch as Product Unit No. OADM 20145/405174 sold by Baumer Electric,Ltd., located at 122 Spring Street, Unit C-6, Southington, Conn. Thelaser units 66, 68 are provided with assembly holes 70 to facilitateattachment to the second arm segment 26. The attachment of the slipangle sensor 62 and camber angle sensors 66, 68 to respective armsegments is preferably effected after the arm segments 24, 26, 28 aremutually assembled into the U-shaped configuration shown in FIGS. 1through 3. To attach the completed bracket assembly 22 with the sensorunits 62 and 66, 68 to the wheel assembly 12, the U-shaped bracketassembly 22 is positioned in straddling relationship with the tire 16.The ends of the segments 24, 28 attach to components of the wheelassembly 12 on opposite respective sides of the tire 16. In theassembled position, the arm segments 24, 28 extend in a radial directionalong opposite sidewalls 18 of the tire 16 and the arm segment 26extends in an axial direction opposite the tread region 20 of the tire16. The spacing of the arm segments 24, 28 from respective sidewalls 18is preferably closely adjacent, in the range of 0.5 to 3 inches toposition the slip angle sensor 62 as close as possible to the tiresidewall. Minimizing the protrusion of the sensor 62 acts to minimizethe potential for damaging contact between the sensor 62 and surroundingobjects. The sensor 62 includes a downwardly directed laser element thatmeasures the angle of the tire 16 relative to the ground surface duringvehicle operation and thereby provides data for the calculation of theslip angle of the tire.

The location of the second arm segment 26 and the camber angle sensor66, 68 is as shown to be closely adjacent the tread region 20 of thetire 16, at a distance of 0.5 inches or more. The mounting of the armsegment 26 is preferable to the side of the wheel assembly 12 oppositethe direction of forward vehicle travel 78 in order to protect the tirein the event of a bracket failure. The through passages 60 through thearm segment 26 reduces the bracket weight. The sensor units 66, 68include downwardly directed laser elements that measure to the groundsurface and the angular cant of the tire during vehicle operation,whereby providing data for the calculation of the camber angle of thetire.

While the subject bracket assembly 22 and sensor units mounted theretocan effect measurement from tires used in myriad vehicle applications,the assembly is particularly useful and effective in determining thewheel and tire set up in a race car in preparation for a race. Thecoupling C-clamp 30 of the assembly 22 may be affixed to the stator 74of a load cell 72 within the wheel assembly 12 as shown. A load cellsuch as shown at 72 is commercially available under Product No.77016-00A-E0000 from Sensor Development Inc., located at 1050 WestSilverbell Road, Lake Orion, Mich. The opposite arm segment 28 of thebracket assembly 22 may attach to the brake assembly 76 on the oppositeside of the wheel. So located and attached, the sensors 62 and 66,68 arelocated close to the tire 16 to generate accurate camber and slip angledata as well as to minimize the degree to which bracket and sensorsprotrude. Vehicles may be, in the course of normal operation,particularly in race cars, driven close to outside obstructions andother vehicles. The close proximity and location of the bracket andsensors of the invention to the tire minimizes the risk of contact withsuch outside influences. Location of the second arm segment and sensorbehind the tire, on the opposite side of normatively forward directionof travel 78, likewise protects the bracket and sensor assembly.

While the attach points of the bracket assembly to the wheel assembly 12are preferably as shown, other means and locations of attachment of thebracket may be employed if desired. In addition, while slip angle andcamber angle sensor units 62 and 66, 68 are described above, other typesof sensors may be deployed through utilization of the bracket assembly22 and deployment scheme. For example, without intent to delimit theinvention, a tire deflection detector or camera may be mounted to thebracket arm segments 224, 26, 28 and utilized to detect and measure theexistence, location, and geometry of tire anomalies during vehicle use.A thermal detector may also be mounted to the bracket assembly 22 todetect the thermal properties of a tire during vehicle use. Power to anddata communication from such devices may be wired along the channel 34of the arm segment 24. The bracket assembly and deployment schemedescribed above allows for the measurement of the tire 16 while inactual use on a road surface. Such real time evaluation under actualworking conditions results in a more thorough and accurate evaluationthan laboratory testing. The bracket and sensors measure the tire underactual working conditions to provide not only information on tireperformance but also tire response and reaction to a specific track orroadway. For a racecar, for example, specifically correlating tireresponse and conditional parameters to a particular racetrack isextremely important to the racecar setup.

In addition, mounting the bracket assembly 22 and sensor units to asteer wheel assembly 12 allows for tire evaluation through turns sincethe bracket assembly 22 and sensor units will turn with the tire. Suchcapability effects a more thorough and accurate evaluation of the tireand roadway surface than could otherwise be made by the mounting of slipangle and camber angle sensors on the body of the vehicle adjacent to atire. The subject bracket and sensor assembly turns with the wheel towhich it is mounted and measure the slip angle directly as opposedvehicle based sensors that measure the slip angle base on the entire carchassis. Improved accuracy therefore is achieved by the inventionassembly.

The channel 34 formed within the arm segment 24 extends the length ofthe body 32 and is sized to admit electrical wiring (not shown) used forpower transmission to sensor units 62 and 66, 68 as well as datatransmission from the sensor units to a data storage or collectiondevice. The electrical wiring is thus protected from interfering withthe operation of the wheel assembly and from potential damage fromcontact with foreign objects.

FIGS. 1 through 4 illustrate the use of a load cell and stator shaftembodiment of the invention in which the load cell 72 has a dimensionalconfiguration to place an outward end of the stator 74 in generally acoplanar relationship with the first bracket arm 24 to which the stator74 is coupled. Thus, the stator extends outward to an extent enablingthe bracket arm 24 to extend along the outward side of the tire 16parallel with the tire sidewall 18 and couple to the stator 74.

It may be preferable to configure the wheel and sensor assembly 10 in amanner which will enable the bracket 22 to be used in other wheelassemblies and not necessarily require the deployment of a rotating loadcell. An alternative versatile bearing assembly 80 is shown in FIGS. 5through 10. The assembly 80 allows the camber and slip angle bracket tobe used in conjunction with regular track wheels and to takemeasurements while a racecar is operating at high-speeds. The heavyrotating load cell is thereby eliminated.

With reference to FIGS. 5-10, the bearing assembly 80 includes a statorshaft 82 having an outward shaft end 82 and an inward shaft end 86. Astator housing 88 is provided having mounting threaded bores 89 and aninternal chamber 90 dimensioned and of a geometric shape for admitting apair of sealed ball bearings 92, 94. An external snap ring 96 and aninward snap ring 98 are provided for securing the stator shaft in placewithin the housing 88. A circular wheel standoff plate 100 is includedhaving five spaced apart circumferential mounting apertures 102extending through the plate 100 from an outward plate surface 104 to aninward facing surface 106. Plate 100 has a large central through centerhole 108.

Continuing, the assembly 80 has spaced apart openings 110 therethrough.Five extender studs 112 are provided of generally elongate configurationcircular in section. The studs 112 each have an outward segment 114; ahexagonal collar 116 to the rear of segment 114; a circular abutmentflange 118 to the rear of the collar 116; and a rearward extender shaft119 to the rear of collar 116. Five locking nuts 120 are provided aswell as five assembly screws 122. The screws 122 are sized for closereceipt through spaced apart mounting apertures 124 of the plate 100.

Assembly of the bearing assembly proceeds as follows. The forward ends114 of the extender studs 112 project through respective mountingapertures 102 of the plate 100 until the hexagonal collar 116 of eachstud abuts the inward surface 106 of the plate 100. The screws 120 affixto the outward stud ends 114 to secure the studs to the plate 100. Thestator housing 88 attaches to the outward surface 104 of the plate 100as screws 122 project through plate apertures 124 and into the threadedbores 89 of the stator housing 88. The stator shaft 82 extends throughthe bearings 92, 94, the snap rings 96,98, housing 88, and plate centeropening 88 with the snap rings 96,98 retaining the shaft 82 in placethrough the housing 88 and the bearings 92, 94 within the housing 88 asshown best by FIG. 10.

The completes assembly is illustrated by FIGS. 6, 8, and 10 and shownassembled to the tire assembly by FIG. 5. It will be seen that theextender studs 112 are configured having a length sufficient to placethe plate 100 outward from the wheels a prescribed distance. The studs112 of the bearing assembly 80 correspondingly move the outward end 84of the stator shaft 82 outward into a coplanar relationship with thebracket arm 24 suitable to facilitate a coupling between the statorshaft end 84 and the bracket arm 24. The bearing assembly 80 isrelatively light weight compared to the load cell 72 which it replaces.The heavy rotating load cell 72 of FIG. 1 may thus be eliminated.Moreover, the bearing assembly 80 is universal in the sense that it maybe used with regular wheel units. Such versatility permits the bracket22 through the implementation of bearing assembly 80 to be used inconjunction with regular track wheels, whereby allowing measurements tobe taken while a racecar is operating at high-speeds on a track. Thebracket can, through the use of the bearing assembly 80, thus be used tomeasure tire camber and slip angle during actual operating conditions.

The nut extenders 112 fasten the wheel to a race car hub using femalethreads that of compatible configuration as the wheel studs. The taperof the nut extenders 112 match the wheel nuts. The stand off plate 100is of suitable material composition such as steel or aluminum. The boltholes through the plate are designed to mate with standard wheel nuts.The stator shaft 82 is of suitable composition such as aluminum. Theshaft attaches to the plate 100 and presses into the bearing assemblywithin housing 88. The shaft is retained in assembly by shoulders 83 and86 respectively by snap rings 96,98. The stator housing 88 is ofsuitable composition such as aluminum and houses 2 deep groove ballbearings 92, 94 by means of the snap rings 96, 98. The bearings 92, 94are of conventional configuration commercially available, such a single,double row angular contact ball bearings.

Variations in the present invention are possible in light of thedescription of it provided herein. While certain representativeembodiments and details have been shown for the purpose of illustratingthe subject invention, it will be apparent to those skilled in this artthat various changes and modifications can be made therein withoutdeparting from the scope of the subject invention. It is, therefore, tobe understood that changes can be made in the particular embodimentsdescribed which will be within the full intended scope of the inventionas defined by the following appended claims.

1. A wheel and sensor assembly for a vehicle comprising: a rotationalwheel assembly operatively mounting to a vehicle and including a wheelrim and a tire mounted thereto; at least one sensor device foroperatively measuring a wheel assembly parameter at least partiallywhile the wheel assembly rotates in operational use on the vehicle; abracket assembly operatively carried by the wheel assembly, the onesensor device mounting to the bracket assembly in a preferred operativelocation; wherein the bracket assembly includes a first bracket armsegment extending at least partially opposite an outer sidewall of thetire in a radial direction; wherein the bracket member includes a secondbracket arm segment extending at least partially opposite a tread regionof the tire in an axial direction, the assembly including at least onesecondary sensor device mounted to the second bracket arm segmentadjacent the tread region of the tire; and wherein a remote end of thefirst bracket arm segment operatively connects to a bearing assembly;the bearing assembly comprising a wheel plate; a stator housing affixedto an outward surface of the wheel plate; a stator shaft extendingoutward from the stator housing and connecting at an outward end to thefirst bracket arm; and a plurality of elongate extension members coupledto an inward side of the wheel plate and having connection means at aninward end coupling to a mating connector on a vehicle; wherein theextension members have a length operative to position the stator shaftoutward end in a substantially coplanar relationship with the firstbracket arm.
 2. The wheel and sensor assembly of claim 1, wherein the atleast one sensor device is selected from a group of sensor devicesincluding: camber sensors; slip angle sensors; tire deflection sensors;imaging units; cameras; thermal sensors.
 3. The wheel and sensorassembly of claim 2, wherein a plurality of sensor devices from thegroup of sensor devices mount to respective mounting locations on thebracket assembly.
 4. The wheel and sensor assembly of claim 1, whereinthe second bracket arm segment is operatively located on a tire sideopposite a normatively forward vehicular direction of travel.
 5. Thewheel and sensor assembly of claim 1, wherein the second bracket armsegment includes at least one through passageway establishing an airflowpathway through the second bracket arm segment.
 6. The wheel and sensorassembly of claim 1, wherein the first and second bracket arm segmentsare mutually disposed at substantially a ninety degree angle.
 7. Thewheel and sensor assembly of claim 1, wherein the stator housingenclosing at least one ball bearing.
 8. The wheel and sensor assembly ofclaim 1, wherein a remote end of the first bracket arm segmentoperatively connects to an outward end of a stator shaft of a load cell,the outward end of the stator shaft extending into a substantiallycoplanar relationship with the first bracket arm.
 9. The wheel andsensor assembly of claim 1, wherein the bracket assembly includes athird bracket segment extending at least partially along an inner sideof the wheel assembly and connecting the second bracket segment to aninward side of the wheel assembly.
 10. The wheel and sensor assembly ofclaim 9, wherein the third bracket segment operatively connects to abrake assembly.
 11. The wheel and sensor assembly of claim 1, whereinthe first bracket segment extending at least partially along an outersidewall of the tire in a radial direction at a spatial distance of 0.5inches or more from the outer sidewall of the tire.
 12. The wheel andsensor assembly of claim 11, wherein the one sensor device is adjustablyrepositionable along the bracket assembly.
 13. The wheel and sensorassembly of claim 12, wherein the first bracket arm segment operativelymaintains the sensor device in said preferred spatial distance from aroad surface.
 14. The wheel and sensor assembly of claim 13, wherein thebracket assembly includes a second bracket arm segment extending atleast partially along a tread region of the tire in an axial direction,the wheel and sensor assembly including at least one secondary sensordevice mounted to the second bracket segment adjacent the tread regionof the tire.
 15. The wheel and sensor assembly of claim 14, wherein thesecond bracket arm segment maintains a secondary sensor device in apreferred operative position.
 16. The wheel and sensor assembly of claim15, wherein the one sensor device operatively measures slip angle in thetire and the secondary sensor device operatively measures camber anglein the tire as the vehicle traverses a roadway.